CN109733152B - Disconnectable semi-active transverse stabilizer bar system of automobile and control method - Google Patents
Disconnectable semi-active transverse stabilizer bar system of automobile and control method Download PDFInfo
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- CN109733152B CN109733152B CN201910068286.XA CN201910068286A CN109733152B CN 109733152 B CN109733152 B CN 109733152B CN 201910068286 A CN201910068286 A CN 201910068286A CN 109733152 B CN109733152 B CN 109733152B
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Abstract
The invention provides a disconnectable semi-active transverse stabilizer bar system of an automobile, which comprises a stabilizer bar, an electromagnetic clutch, a magneto-rheological damper and a controller, wherein the stabilizer bar is connected with the electromagnetic clutch; the stabilizer bar comprises a left half bar and a right half bar, and one end of the left half bar is installed on a lower swing arm of the vehicle suspension through a magneto-rheological damper; one end of the right half rod is arranged on a lower swing arm of the vehicle suspension; the controller enables the left half rod and the right half rod to be connected or disconnected by controlling the electromagnetic clutch; the controller controls the magnetorheological damper to generate damping force according to the running parameters of the vehicle. One end of the right half rod is arranged on the lower swing arm of the vehicle suspension through a vertical connecting rod. The invention can realize three different working modes of a non-stabilizer bar, a passive stabilizer bar and a semi-active stabilizer bar. And the semi-active stabilizer bar can change the moment of the stabilizer bar in real time along with the side inclination of the vehicle body through the change of current under the condition of not needing a direct power source, so that the stability and the smoothness of the vehicle body are improved.
Description
Technical Field
The invention relates to the field of automobile suspensions, in particular to a disconnectable automobile semi-active transverse stabilizer bar system and a control method.
Background
The stabilizer bar is a very important part of the present vehicle. In order to improve the driving smoothness, most of vehicle suspensions have lower rigidity, and the vehicle body is easy to roll when the vehicle is turned. And the stabilizer bar can reduce the vehicle roll angle and improve the stability of the vehicle body.
Most of the prior vehicles use passive transverse stabilizer bars, when the vehicle body tilts, one end of the stabilizer bar is lifted upwards, the other end of the stabilizer bar is pressed downwards, and the vehicle body posture is adjusted by utilizing the displacement difference of the two ends of the stabilizer bar to generate anti-tilting moment. However, the passive stabilizer bar has fixed rigidity and cannot be adjusted in real time along with the jumping of the vehicle body. The rigidity is too large, so that the smoothness of the automobile body is easily influenced, and poor driving feeling is caused; if the rigidity is too low, the safety of the vehicle cannot be ensured when the roll is large.
Therefore, experts and scholars in China develop various variable-rigidity transverse stabilizer bars to adapt to different road conditions. The invention of China uses a servo motor as a power source and adopts a multi-stage planetary gear mechanism to reduce speed and increase torque, although a large reverse torque can be actively provided to prevent the side inclination, the planetary gear set has a complex structure, poor maintainability, high manufacturing cost and difficult generalization, and the motor has a large volume and is difficult to arrange on a vehicle chassis.
Another invention of china is to design the active stabilizer bar using hydraulic cylinder as power source and to control it by using a whole set of integrated valve. Although the structure is simple and easy to assemble, the hydraulic system has nonlinearity and low control precision, and the hydraulic structure needs to be driven by an engine and is not suitable for electric and hybrid vehicles.
Disclosure of Invention
Aiming at the defects in the prior art, the invention provides a semi-active transverse stabilizer bar system of a disconnectable automobile and a control method thereof, so that three different working modes of a non-stabilizer bar, a passive stabilizer bar and a semi-active stabilizer bar can be realized. And the semi-active stabilizer bar can change the moment of the stabilizer bar in real time along with the side inclination of the vehicle body through the change of current under the condition of not needing a direct power source, so that the stability and the smoothness of the vehicle body are improved.
The present invention achieves the above-described object by the following technical means.
A semi-active transverse stabilizer bar system of a disconnectable automobile comprises a stabilizer bar, an electromagnetic clutch, a magneto-rheological damper and a controller; the stabilizer bar comprises a left half bar and a right half bar, and one end of the left half bar is installed on a lower swing arm of the vehicle suspension through a magneto-rheological damper; one end of the right half rod is arranged on a lower swing arm of the vehicle suspension; the controller enables the left half rod and the right half rod to be connected or disconnected by controlling the electromagnetic clutch; the controller controls the magnetorheological damper to generate damping force according to the running parameters of the vehicle.
Further, the device also comprises a vertical connecting rod; one end of the right half rod is mounted on the lower swing arm of the vehicle suspension through a vertical connecting rod and used for keeping balance of the stabilizer bar.
Furthermore, a displacement sensor is arranged on a piston of the magnetorheological damper and used for measuring the displacement, the speed and the acceleration of the piston; the controller controls the on-off of the electromagnetic clutch and the current of the magneto-rheological damper by receiving the steering wheel angle, the vehicle body roll angle, the lateral acceleration and the displacement of the piston.
A control method of a breakable automobile semi-active transverse stabilizer bar comprises the following steps:
inputting a steering wheel angle, a vehicle body roll angle, a lateral acceleration and a displacement of a piston into the controller; and the controller judges whether to control the on-off of the electromagnetic clutch and control the work of the magneto-rheological damper according to the rotation angle of the steering wheel and the roll angle of the vehicle body.
Further, the method for judging by the controller according to the steering wheel angle and the vehicle body roll angle specifically comprises the following steps:
when the steering wheel angle is zero and the vehicle body side inclination angle is also zero, the electromagnetic clutch and the magneto-rheological damper do not work;
when the steering wheel rotation angle is smaller than or equal to 90 degrees and the vehicle body roll angle is smaller than 0.5 times of the vehicle roll angle threshold value, the controller controls the electromagnetic clutch to connect the left half rod and the right half rod; the magnetorheological damper does not work;
when the steering wheel rotation angle is larger than 90 degrees and the vehicle body roll angle is smaller than 0.5 time of the vehicle roll angle threshold value, the controller controls the electromagnetic clutch to connect the left half rod and the right half rod; the controller controls the magnetorheological damper to generate damping force.
Further, the controller controls the magnetorheological damper to generate damping force specifically as follows:
the controller passes the current lateral acceleration a of the vehicle bodyyCalculating the current anti-roll moment Manti；
The controller is according to Manti＝FMR·lrCalculating the currently required damping force FMRWherein l isrThe distance between the roll center of the vehicle and the frame provided with the magneto-rheological damper is defined as the distance between the roll center of the vehicle and the frame;
and the controller obtains the current to be input into the magneto-rheological damper according to the mechanical property of the magneto-rheological damper and the displacement of the piston.
Further, the magneto-rheological damper (6) has the mechanical characteristics that:
wherein: fMRIs a damping force;
x is the piston displacement;
coefficient of stiffness
Index coefficient beta-2.8753 x 10-3(vm-56.33561602e-2.91142695I+71.77004342)；
Damping coefficient
Yield stress fy＝1598.687641-1541.573746e-0.812217071I；
Crossing velocity vh＝vm(0.274581026-0.260480766e-3.325729054I)；
I is the current to be input into the magneto-rheological damper;
maximum excitation speed
Wherein
Is the speed of the piston or pistons, and,
is the acceleration of the piston.
Further, the current lateral acceleration a is obtained through the vehicle bodyyCalculating the current anti-roll moment MantiThe method specifically comprises the following steps:
the invention has the beneficial effects that:
1. the semi-active transverse stabilizer bar system of the disconnectable automobile and the control method thereof can change the working mode of the stabilizer bar to adapt to different driving states by changing the on-off state of the electromagnetic clutch, thereby improving the smoothness of the automobile.
2. According to the disconnectable semi-active transverse stabilizer bar system for the automobile and the control method, the torsional rigidity of the stabilizer bar is adjusted by changing the current in the electromagnetic coil, so that the anti-roll effect is achieved, and the anti-roll capability of the automobile is improved.
3. According to the semi-active transverse stabilizer bar system of the disconnectable automobile and the control method, the magnetorheological damper only needs to adjust the current and does not need a direct power source, so that the energy of the automobile is saved, and the endurance mileage can be well improved under the development trend of the electric automobile in the future.
4. According to the semi-active transverse stabilizer bar system of the disconnectable automobile and the control method, the magnetorheological damper replaces the left vertical connecting rod to be arranged on the transverse stabilizer bar, the arrangement of the chassis of the automobile does not need to be changed, and the space is saved.
Drawings
Fig. 1 is a structural diagram of a semi-active stabilizer bar system of a disconnectable automobile.
In the figure:
1-left half bar; 2-right half bar; 3-a controller; 4-an electromagnetic clutch; 5-vertical connecting rod; 6-magnetorheological damper.
Detailed Description
The invention will be further described with reference to the following figures and specific examples, but the scope of the invention is not limited thereto.
As shown in fig. 1, the breakable semi-active stabilizer bar system of the present invention comprises a stabilizer bar, an electromagnetic clutch 4, a magnetorheological damper 6 and a controller 3; the stabilizer bar comprises a left half bar 1 and a right half bar 2, and one end of the left half bar 1 is installed on the lower swing arm of the vehicle suspension through a magneto-rheological damper 6; one end of the right half rod 2 is arranged on a lower swing arm of a vehicle suspension; the controller 3 controls the electromagnetic clutch 4 to connect or disconnect the left half rod 1 and the right half rod 2; one end of the right half rod 2 is arranged on the lower swing arm of the vehicle suspension through a vertical connecting rod 5 and is used for keeping the balance of the stabilizer bar. The controller 3 controls the magneto-rheological damper 6 to generate damping force according to the parameters of the vehicle operation.
The magneto-rheological damper 6 is a damping adjustable shock absorber, and the magneto-rheological damper takes magneto-rheological fluid as working fluid inside, and changes the bending of the magneto-rheological fluid by changing the intensity of magnetic field applied to the fluidStress and viscosity are applied, thereby obtaining a variable damping force. The two ends of the piston of the magneto-rheological damper are provided with electromagnetic coils, and the magnetic field intensity can be changed by changing the current in the coils. The piston of the magneto-rheological damper is positioned in the middle of stroke, and a displacement sensor is arranged on the piston to measure the instantaneous displacement x and speed of the piston
And acceleration
The controller 3 of the invention controls the on-off of the electromagnetic clutch 4 and the current of the magneto-rheological damper 6 by receiving the steering wheel angle, the vehicle body roll angle, the lateral acceleration and the displacement of a piston.
The invention relates to a control method of a breakable automobile semi-active transverse stabilizer bar, which comprises the following steps:
inputting a steering wheel angle, a vehicle body roll angle, a lateral acceleration and a displacement of a piston into the controller 3;
and the controller 3 judges whether to control the on-off of the electromagnetic clutch 4 and the work of the magneto-rheological damper 6 according to the rotation angle of the steering wheel and the roll angle of the vehicle body. The method specifically comprises the following steps:
when the steering wheel rotation angle is zero and the vehicle body side inclination angle is also zero, the electromagnetic clutch 4 and the magneto-rheological damper 6 do not work, so that good smoothness of the vehicle is ensured, and the vehicle is in a state without a stabilizer bar at the moment;
when the steering wheel rotation angle is smaller than or equal to 90 degrees and the vehicle body roll angle is smaller than 0.5 times of the vehicle roll angle threshold value, the controller 3 controls the electromagnetic clutch 4 to connect the left half rod 1 and the right half rod 2; the magneto-rheological damper 6 does not work, and the system works as a passive stabilizer bar at the moment;
when the steering wheel angle is larger than 90 degrees and the vehicle body roll angle is smaller than 0.5 times of the vehicle roll angle threshold value, the controller 3 controls the electromagnetic clutch 4 to connect the left half rod 1 and the right half rod 2; the controller 3 controls the magnetorheological damper to generate damping force, and at the moment, the system works as a semi-active transverse stabilizer bar.
The controller 3 controls the magnetorheological damper to generate damping force specifically as follows:
the controller 3 passes the current lateral acceleration a of the vehicle bodyyCalculating the current anti-roll moment MantiThe method specifically comprises the following steps:
the controller 3 is according to Manti＝FMR·lrCalculating the currently required damping force FMRWherein l isrThe distance between the roll center of the vehicle and the frame provided with the magneto-rheological damper is defined as the distance between the roll center of the vehicle and the frame;
the controller 3 obtains the current to be input into the magnetorheological damper 6 according to the mechanical property of the magnetorheological damper 6 and the displacement of the piston, and specifically comprises the following steps: the mechanical characteristics of the magnetorheological damper 6 for the hyperbolic tangent model are as follows:
wherein: fMRIs a damping force;
x is the piston displacement;
coefficient of stiffness
Index coefficient beta-2.8753 x 10-3(vm-56.33561602e-2.91142695I+71.77004342)；
Damping coefficient
Yield stress fy＝1598.687641-1541.573746e-0.812217071I；
Crossing velocity vh＝vm(0.274581026-0.260480766e-3.325729054I)；
I is the current to be input into the magnetorheological damper 6;
maximum excitation speed
Wherein
Is the speed of the piston or pistons, and,
is the acceleration of the piston.
Because the piston motion of the magnetorheological damper 6 is simple harmonic vibration, the displacement formula can be recorded as
Then its maximum velocity vmA · 2 pi f. However, this formula is not suitable for calculating the maximum velocity in real time because it takes a certain time to recognize the amplitude and frequency. And due to the speed of simple harmonic vibration
Acceleration of a vehicle
Therefore, the maximum speed can be obtained by trigonometric calculation
The controller 3 may be fixed to the vehicle frame, and controls the stabilizer bar system according to a vehicle running state:
when the automobile runs on a straight road, the controller 3 collects signals such as the roll angle of the automobile body, the steering wheel angle and the like. When the steering wheel rotation angle is zero, the left half rod and the right half rod are controlled to be disconnected, and the stabilizer bar does not provide torque.
When the automobile runs on an uneven road surface, the controller 3 collects signals such as a roll angle of the automobile body, a steering wheel angle and the like. When the steering wheel rotating angle is zero, the left half rod and the right half rod are connected under the action of the electromagnetic clutch, the magnetorheological damper does not provide damping force, and the system serves as a passive stabilizer rod to provide fixed torque.
When the automobile turns to drive, the controller collects signals of a vehicle body side inclination angle, a steering wheel turning angle and the like. When the steering wheel angle is not zero or the vehicle roll angle is greater than the set value. The left half rod and the right half rod are connected, the controller 3 calculates the anti-roll moment required by the vehicle at the moment through the lateral acceleration, the damping force required by the magnetorheological damper is obtained through the anti-roll moment required by the vehicle, the piston of the magnetorheological damper generates displacement due to vibration, the sensor arranged on the piston rod inputs the data of the instantaneous displacement, the speed and the acceleration of the piston into the controller, and the maximum speed v at the moment is calculatedmAnd finally, calculating the current according to the displacement, the speed and the maximum speed of the piston. The controller inputs the current signal into the magneto-rheological damper to generate damping force, so that the effect of transversely stabilizing the vehicle is achieved.
The present invention is not limited to the above-described embodiments, and any obvious improvements, substitutions or modifications can be made by those skilled in the art without departing from the spirit of the present invention.
Claims (3)
1. A control method of a breakable automobile semi-active transverse stabilizer bar is characterized by comprising the following steps:
inputting a steering wheel angle, a vehicle body roll angle, a lateral acceleration and a displacement of a piston into a controller (3); the controller (3) judges whether to control the on-off of the electromagnetic clutch (4) and the work of the magneto-rheological damper (6) according to the size of the steering wheel corner and the size of the vehicle body roll angle;
the method for judging the steering angle of the steering wheel and the roll angle of the vehicle body by the controller (3) specifically comprises the following steps:
when the steering wheel angle is zero and the vehicle body side inclination angle is also zero, the electromagnetic clutch (4) and the magneto-rheological damper (6) do not work;
when the steering wheel rotation angle is smaller than or equal to 90 degrees and the vehicle body roll angle is smaller than 0.5 times of the vehicle roll angle threshold value, the controller (3) controls the electromagnetic clutch (4) to connect the left half rod (1) and the right half rod (2); the magneto-rheological damper (6) does not work;
when the steering wheel rotation angle is larger than 90 degrees and the vehicle body roll angle is smaller than 0.5 time of the vehicle roll angle threshold value, the controller (3) controls the electromagnetic clutch (4) to connect the left half rod (1) and the right half rod (2); the controller (3) controls the magnetorheological damper to generate damping force, and specifically comprises the following steps:
the controller (3) passes the current lateral acceleration a of the vehicle bodyyCalculating the current anti-roll moment Manti；
The controller (3) is based on Manti＝FMR·lrCalculating the currently required damping force FMRWherein l isrThe distance between the roll center of the vehicle and the frame provided with the magneto-rheological damper is defined as the distance between the roll center of the vehicle and the frame;
the controller (3) obtains current to be input into the magnetorheological damper (6) according to the mechanical property of the magnetorheological damper (6) and the displacement of the piston;
the magneto-rheological damper (6) has the mechanical characteristics that:
wherein: fMRIs a damping force;
x is the piston displacement;
coefficient of stiffness
Index coefficient beta-2.8753 x 10-3(vm-56.33561602e-2.91142695I+71.77004342)；
Damping coefficient
Yield stress fy＝1598.687641-1541.573746e-0.812217071I；
Crossing velocity vh＝vm(0.274581026-0.260480766e-3.325729054I)；
I is the current to be input into the magneto-rheological damper (6);
maximum excitation speed
Wherein
Is the speed of the piston or pistons, and,
is the acceleration of the piston.
2. A control method of a breakable semi-active stabilizer bar according to claim 1, characterized in that the present lateral acceleration a through the bodyyCalculating the current anti-roll moment MantiThe method specifically comprises the following steps:
3. a system of a control method of a breakable automotive semi-active stabilizer bar according to claim 1, characterized by comprising a stabilizer bar, an electromagnetic clutch (4), a vertical link (5), a magnetorheological damper (6) and a controller (3); the stabilizer bar comprises a left half rod (1) and a right half rod (2), and one end of the left half rod (1) is mounted on a lower swing arm of a vehicle suspension through a magnetorheological damper (6); one end of the right half rod (2) is arranged on a lower swing arm of a vehicle suspension; the controller (3) controls the electromagnetic clutch (4) to connect or disconnect the left half rod (1) and the right half rod (2); the controller (3) controls the magnetorheological damper (6) to generate damping force according to the running parameters of the vehicle; one end of the right half rod (2) is arranged on a lower swing arm of a vehicle suspension through a vertical connecting rod (5) and is used for keeping balance of the stabilizer bar; a displacement sensor is arranged on a piston of the magnetorheological damper (6) and is used for measuring the displacement, the speed and the acceleration of the piston; the controller (3) controls the on-off of the electromagnetic clutch (4) and the current of the magneto-rheological damper (6) by receiving the steering wheel angle, the vehicle body roll angle, the lateral acceleration and the displacement of the piston.
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| CN201910068286.XA CN109733152B (en) | 2019-01-24 | 2019-01-24 | Disconnectable semi-active transverse stabilizer bar system of automobile and control method |
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Families Citing this family (7)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN112659841B (en) * | 2019-10-15 | 2022-12-27 | 宇通客车股份有限公司 | Vehicle semi-active suspension integrated control method and control system |
| US11161383B1 (en) * | 2020-04-30 | 2021-11-02 | GM Global Technology Operations LLC | Process and system for correcting longitudinal roll from offset load using active roll control |
| CN111806187A (en) * | 2020-05-29 | 2020-10-23 | 北汽福田汽车股份有限公司 | Rear torsion beam, control system of rear torsion beam and vehicle |
| CN113879064B (en) * | 2020-07-03 | 2023-09-08 | 宇通客车股份有限公司 | Control method and corresponding control system for variable-stiffness stabilizer bar |
| CN114312199B (en) * | 2022-01-10 | 2023-11-28 | 中国第一汽车股份有限公司 | Vehicle roll state determination method, device, equipment and medium |
| CN116923025B (en) * | 2022-03-31 | 2024-10-11 | 比亚迪股份有限公司 | Semi-active suspension roll control method, device, medium, electronic equipment and vehicle |
| CN114801631B (en) * | 2022-04-11 | 2024-06-04 | 中国第一汽车股份有限公司 | Comfort control method for active stabilizer bar system |
Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19702241A1 (en) * | 1997-01-24 | 1998-02-12 | Mannesmann Sachs Ag | Chassis construction for motor vehicle |
| CN107444059A (en) * | 2017-07-13 | 2017-12-08 | 合肥创智汽车技术开发有限公司 | A kind of automatically controlled QS |
-
2019
- 2019-01-24 CN CN201910068286.XA patent/CN109733152B/en active Active
Patent Citations (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19702241A1 (en) * | 1997-01-24 | 1998-02-12 | Mannesmann Sachs Ag | Chassis construction for motor vehicle |
| CN107444059A (en) * | 2017-07-13 | 2017-12-08 | 合肥创智汽车技术开发有限公司 | A kind of automatically controlled QS |
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